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- 2 Sheets-Sheet 1. P. E. GILLING.

GAR BRAKE. I ,401. Patented Apr. 17, 1894.

(No Model.)

(No Model.) 2 Sheets-Sheet 2 P. E. GILLING.

GAR BRAKE Patented Apr. 1'7, 1894.

II 1 s A K v NiTEn STATES PATENT OFFICE. f

FRANK E. GILLING, OF TOLEDO, OHIO, AssIeNOR OF TWO-THIRDS TO FRANCIS M.OLIVER AND FREDERICK J. sHOvAR, OF sAME PLACE.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 518,401, dated AprilApplication filed August 18. 1893. Serial No. 483.447. (No model.)

To all whom it may concern.-

Be it known that I, FRANK E. GILLING, of Toledo, county of Lucas andState of Ohio, have invented certain new and useful Improvements inOar-Brakes; and I do hereby declare that the following is a full, clear,and exact description of the invention, which will enable others skilledin the art to which it appertains to make-and use the same, referencebeing had to the accompanying drawings, and to the letters and figuresof reference marked thereon, which form part of this specification.

My invention relates to a car brake, having especial relation to brakesfor cars electrically or otherwise propelled,'in cities for thetransportation of passengers from one point of'the city to another.

The object of the invention is to 'provide convenient means forutilizing the inertia of the car for applying the brake, with anadaptation for use with the car traveling in either direction.

The invention consists in the parts and combination of parts hereinafterdescribed and pointed out in the claims.

In. the drawings: Figure 1 is a top plan view of the bottom frame of acar, showing the brake mechanism in position. Fig. 2 is a longitudinalvertical section through the center of Fig. 1. Fig. 3 isa plan viewshowing my improvements applied to a present form of brake mechanism.Fig. 4 is an elevation showing the frontside of a separable sheave forattachment to the car axle, and Fig. 5 is a like View showing the rearside.

1 designates the frame Work of the bottom of the car, 2 the car axles,and 3 the .wheels. Upon one of the axles is secured a sheave 4, which,for attachment to cars'already constructed, is preferably formed of twoparts for convenient attachment to the axle, in which event the sheaveis caused to turn with the axle by frictionally clasping the samethereon, and may be connected with the wheel by means of legs 5 whichengage with the spokes, or pass through the web of the wheel, if solid,or the lugs may be omitted, and ordinary clamps employed. Sheave ,4 is

preferably clamped to the axle by means of bolts passed through ears 6formed on the inner side of each section.

7 designates the brake beam, one upon each end. of the car, to which theshoes 8 are secured, and which are mechanically caused to bearfrictionally upon the wheels with any desired pressure.

I will now describe a preferred mechanism for mechanically applying thebrakes, which comprise two bars 9 and 9, each centrally pivoted upon theframe, and connected attheir inner ends with a vertical lever 10pivotally fulcrumed near the lower end by means of rods 11 and 16, andthe lever 10 connected with each brake beam by means of a rod 12 securedin lever 10 above the fulcrum point, and to the brake beam of one end ofthe car, and a rod 13 secured in the lower end of lever 10 below thefulcrum point, and to the brake beam upon the opposite end of the car.Bar 9 is connected at the outer end with the revoluble brake rod 14..upon one end of the car, through the medium of a rope or cable 15 whichis wrapped preferably once around the sheave 4, and of a length to benormally slack upon the sheave to avoid sufficient frictional contacttherewith to set the brake.

The arrangement of the opposite bar 9' is as follows: The inner end isconnected with lever 10 by a rod 16, and the other end with the end of abar 17 which is fulcrumed centrally, through the medium of a rod 17'connected with each end, the opposite end of bar 17 having a flexibleconnection 18 secured to rope or cable 15, and normally slack, therebeing a rope or cable 19 connected with the revoluble brake rod 21 uponthe opposite end of the car, and with rope or cable 15, and normallyslack. With this construction it will be understood that the brakes maybe operated equally as well from either end, and to more fullydemonstrate this fact, I will explain'the operation from each end,designating the bottom of the sheet the front, and the top of the sheetthe rear of the car, the car being in forward motion. It being desiredto apply the brakes, the motorman revolves the brake rod 14. by turningthe usual crank arm 14', and draws the rope or cable 15-t-aut uponsheave 4, when the revolution of the wheels and axle will cause the ropeor cable to draw upon the outer end of bar 9, thereby moving the innerend oppositely, and drawing upon the upper end of lever through themedium of rod 11, willexert a rearward pull upon rod 12, and set theforward brake, and a forward pull upon rod 13 and set the rear brake. Ifthe car is going in the opposite direction, revolving brake rod 21 willdraw rope or cable frictionally upon sheave 4, and cause the same to beactuated by the sheave to draw upon connection 18, the outer end of bar17, rod 17', the outer end of bar 9' and rod 16, thereby pulling lever10 as before, setting the brakes. It will be evident that where a but asingle motor is employed thereby relieving the end of the car of thisobstruction, I may greatly simplify the construction by dispensing withbar 9' and rod 16, and connect rod 17' (shown in dotted lines, Fig 1)with the outer end of bar 9 and with bar 17 with the same effect.

In Fig. 3 I have shown the adaptability of my invention to cars havingthe usual construction of brake, in which the brakes can only be setfrom one end of the car, in which by my attachment, the brakes may beset from either end of the car. In this construction rope or cable 15 isconnected with vertical lever 10 upon one side of the car, which iscentrally pivoted and connected by means of rods 12 and 13 to the frontand rear cross trees 7 which are connected with the front and rear brakebeams respectively, whereby, when the car is moving forward, a turn uponthe brake rod 14 will cause rope or cable 15 to be put in tension uponsheave 4, and drawing upon lever 10, set the brakes. The arrangement ofthe opposite end is as follows: A turn upon brake rod 21 will put rope15 in tension upon the sheave 4, and cause a pull upon pivot bar 17, rod17', bar 9, and a sec- 0nd or duplicate lever 10 drawing upon duplicaterods 12 and 13, and set the brakes.

It will be seen that I have provided for not only setting the brakes ineither direction, but for adaptability to cars of different constructionor brake mechanisms of forms. I

have also provided a mechanism in which the brakes of trailer cars maybe readily controlled from the motor car, as the baror connection may bemade directly from the trailer brake mechanism either to lever 10 belowthe fulcrum, or to either lever 9 or 9 at m.

What I claim is- 1. In a car brake, a friction drum upon the axle, arope or cable coiled around the same, brake actuating mechanismconnected with the rope or cable by flexible connections attached to thebrake mechanism upon each side of the friction drum, and normally slack,and connections with the rope or cable and each brake rod upon the car.

2. In a car brake,a friction drum upon the axle, a rope or cable coiledaround the drum and connected with the front and rear brake rodrespectively upon the car, the brake beams and shoes, a vertical pivotedlever connected with the brake beams, and a centrally pivoted leverconnected with the rope or cable and with the vertical lever, theconnections with the rope or cable being normally slack.

3. In a car brake, a vertical lever pivotally connected with the carframe, brake beams upon the front and rear of the car respectively,connections from the vertical lever to the brake beams, one connectionabove and one below the pivot, afriction drum or sheave upon the caraxle, a rope or cable coiled around the same, and connected with thefront and rear brake rods, a pivoted lever upon the car frame connectedwith the vertical lever at one end and with the rope at the oppositeend, the connection being normally slack.

In testimony that I claim the foregoing as my own I hereby affix mysignature in presence of two witnesses.

FRANK E. GILLING.

W'itnesses:

WILLIAM WEBSTER, F. K. W EBSTER.

